Air-brake.



AQ Jlazs. Patented nec.' 251902..' B. W. SMITH.

AIR BRAKE.

(Application ledDec. 22, 1900.) (No Model.) `2 SheeisfSheei' l` No. 7|4,a2e. Y Patented ne. 2, |902.

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'AIR BRAKEJ 4(.-LppliL-etim; med De@ 22. i900.) ,(Iln Model.) i 2 SheetS-Shee'! 2.

Y UNITED STATES PATENT OFFICE.

BENJAMIN W. SMITH, OF PRINCETON, INDIANA, ASSIGN OR OF ONE-HALF TO W. P. LARCEY, OF PRINCETON, INDIANA.

AIR-BRAKE.

SPECIFICATION forming part of Iretters Patent No. 714,826, dated December 2, 1902.

l Application filed DecemberZZ, 1900. Serial No. 40,828. (No model.)

To all whom, t may concern,.-

Be it known that I, BENJAMIN W. SMITH, of the city of Princeton, Gibson county, State ofv Indiana, have invented certain new and useful Improvements in Air-Brakes, of which the following is afull, clear, and exact descrip-` tion, reference being had to the accompanying drawings, forming a part hereof.

This invention relates to air-brakes and it ro consists of the novel construction, combination, and arrangement of parts hereinafter shown, described, and claimed.

My improvement relates to air-brakes for railway-cars of the class in which the air to I5 operate the same is compressed from the en- I gine and applied to the brake mechanism of the dierent cars through the train-pipes and stored in the auxiliary reservoir.

The objects of my invention are, first, to zo simplify the operation of the brakes on trains on steep downgrades second, to maintain an approximate uniform pressure of air in the train-pipe and auxiliaries ready for use at all times when needed; third, to dispense with the use of retaining-valves, thereby avoiding the delays and annoyance that pertain to their use; fourth, to give the power for an emergency application of brakes whether the service application is on or off; fifth, to enable 3o the air-pump to do its work between the reductions of pressure in the train-pipe and main reservoir, thereby greatlyiucreasing its capacity and efficiency; sixth, to render the handling of trains easier and safer for life and 3 5 property. V

Figure 1 is a diagrammatic View showing my complete invention with parts thereof shown in section. Figs. 2 and 3 are sectional views showing the arrangement and construc- 4o tion of an improved valve constituting a part of my invention. Figs. 3 and 4 are views `showing a valve made use of to regulate the air-pressure. Fig. 5 is a cross-section taken on the line ct d of Fig.` 4.

In the drawings, 1 denotes the main reservoir, and 2 the brake-valve reservoir. 3 denotes the brake-valve, leading from which is a pipe 4, which connects the brake-valve to *themain reservoir. A pipe 5 connects the 5o Vbrake-valve to the brake-Valve reservoir. 6 `denotes the usual connecting-pipe leading from the brake-valve to the train-pipe. 7 denotesl the common auxiliary reservoir, and 8 the usual triple valve, leading from which is the pipe 9, having its other end connected to the ordinary brake-cylinder 10. A pipe 11 leads from the train-pipe 12 into the triple valve 8. These parts mentioned are of the usual construction and require no detail description.

Referring more particularly to the parts which constitute my invention, 13 indicates a pipe leading from the train-pipe 12 to the auxiliary reservoir 7 and having intermediate thereof a valve 14, the arrangement and construction of which are such that when the pressure in the train-pipe 12 is less than the pressure in the auxiliary reservoir the said valve 14 will close down on its lower seat and retain the air within the auxiliary reservoir, 7c and when the pressure is greater in the trainpipe than in the auxiliary reservoir the valve will be automatically raised to permit the air to iiow into the auxiliary reservoir until the pressure therein is equalized with the pressure in the train-pipe. Technically the valve 14 consists of the casing 15, provided with the partition 16,having an opening through which operates the valve-rod 17, the upper end of which abuts against the spring 18, carried 8o within the spring-seat, of any preferred construction. On the lower end of the valve-rod 17 is a valve 19, which is adapted to rest upon the lower valve-seat 20, as stated, when the pressure within the auxiliary reservoir 7 is 85 greater than the pressure in the train-pipe 12. The partition 16 carries a valve-seat 21, and whenever the pressure within the trainpipe 12 is greater than the pressure within the auxiliary reservoir 7 the valve 19 will be forced 9o away from its lower valveseat 20 in opposition to the power of the spring 18 and permit the air to pass into the lower chamber within the casing 15.

The valve-rod 17 is provided with a series 95 of radial flanges 22, which operate against the sides of the opening in which it is carried and which permit the air from the train-pipe to pass therethrough into the auxiliary reservoir 7, as stated, whenever the pressure in roo the train-pipe is greater than the pressure in the auxiliary reservoir.

23 indicates a connecting-pipe leading from the pipe 4 to the brake-valve reservoir, and leading from said pipe 23 is a pipe 24, the outer end of which connects with a pressureregulating valve. The said valve consists of a casing 25, which is smaller at its upper` end than at its lower end and within which is carried a valve 26. The said Valve 26 is in the form of a spool, its ends being larger than the intermediate portion and the lower end being larger than the upper end in order to it snugly within the lower portion of the valve-casing 25. A spring 27is carried in the upper end of the Valve-casing 25 in order to receive the impact of the upward movement of the valve 26-and to retain it away from the end of the pipe 24 in order that the air may have unobstructed passage into the valvecasing. A pipe 28 leads from one side of the valve-casing 25 into the m'ain reservoir 1, and adjacent to the lower end of the casing 25 is a pipe 29, the purpose of which will presently appear. A pipe 30 leads from the lower end of the Valve-casing 25 into the train-pipe 12 and is provided at a suitable point with a check-valve 31. This check-valve 31 is not to be used when it is desired to operate the device automatically with the pressure-regulating Valve 25.

32 denotes a valve carried by the pipe 23 and by means of which the passage of the air into the said pipe may be regulated.

The operation of the device is as follows: As in the ordinary automatic train-pipe system a reduction in the train-pipe pressure causes the application of the brakes, and to hold the brakes the engineers brake-valve is placed on lap. Then to increase the pressure in the train-pipe the Valve 32 is opened to admit the air from the main reservoir 1 through the pipe 23 into the upper end of the valvecasing 25 to lower the Valve 26fin order to force the latter downwardly, so that the air can pass from the main reservoir to the trainpipe through the pipe 28. As the pressure within the train-pipe 12, is reduced the Valve 26 is forced downwardly in its casing and opens the pipe 28, normally closed by the lower end of the valve. This permits the air from the main reservoir to pass into the groove between the ends of the Valve 26, and the valve is carried down untilits lower end assumes a position between the points at which the pipe 29 opens into the valve-casing 25. In this position the upper end of the Valve 26 is above the entrance of the pipe 28, which adjustment permits the air from the main reservoir to pass in a moderate stream through the pipe 28 into the valve-casing 25 and out through the pipes 29 and 30 into the train-pipe 12. This raises the pressure in the train-pipe, whichv reacts on the valve 26 for the reason that its lower end is larger and being of greater area than is its upper end, which results in the Valve being forced upwardly again until it assumes the position shown in Fig. 1, in which the pipe 28 is closed,

preventing further passage of the air there through. As the pressure in the train-pipe is increased it will pass through the pipe 13 and raise the Valve 19 a sufficient height to permit the flow of air into the auxiliary reservoir 7 until the pressure is equalized between it and the train-pipe. As the air flows from the main reservoir the pump begins to work and replaces the air just drawn out, which operation is repeated for every reduction made to set the brakes. To release the brakes, the excess pressure in main reservoir is turned into the train-pipe 12, and it will instantly force the valve 19 against its upper seat 2l, thus cutting off all communication between the train-pipe 12 and the auxiliaries 7 and forcing the air to pass through the triple valve in the usual manner.

I do not confine myself to the use of the special valves above described, as the functions of the check-valve 15 may be performed by a common angle check valve and the functions of the pressure-regulating valve 25 can be performed by some of the brake-valves now in use. Also by cutting out pressureregulating valve and pipes 28 and 24 and connecting pipes 23 and 30 with its check-valve 31 the operation can be performed by hand through the central Valve 32.

I claim-'- y 1. The combination in an air-brake, of a main reservoir, a brake-Valve reservoir,a pipe leading between the main reservoir and the brake-valve, said brake-Valve carried bysaid pipe, a train pipe having pipe connection with the brake-valve, a pipe leading from the main reservoir, a valve-casing connected to said pipe, a pipe leading from the brakevalve reservoir to the valve-casing, a valve located in said casing, a pipe leading from the valvecasing to the train-pipe, a valve located in IOO said pipe, and means whereby the valve in the valve-casing will be operated automatically to permit the air to flow from the main reservoir into the train-pipe when the lastmentioned valve is open.

2. In an air-brake system,a main reservoir, a brake-valve and brake-valve reservoir, a pipe 4 connecting the main reservoir with the brake valve, a train pipe connecting the brake Valve with the brake mechanism, through the usual triple Valve and auxiliary reservoir, a pipe leading from the brake-valve reservoir to a connection with the pipe connecting'main reservoir and brake-valve and carrying control-Valve 32, a pipe 24 leading from the lastmentioned pipe, a valve-casing 25 connected to the pipe 24, a piston-valve located in the casing 25, a pipe leading from the main reservoir to the said valve-casing, and a pipe leading from the valve-casing to the train-pipe.

3. The combination in an air-brake, of an auxiliary reservoir, a train-pipe,'means for supplying air to the train-pipe, a pipe connecting the train-pipe to the said reservoir by way of Athe usual triple valve, a second pipe IIO . to the auxiliary reservoir by way of the usual connecting the train-pipe to the auxiliary reservoir, and a check-valve applied to said second pipe and arranged to automatically close said pipe when moved by an excessive pressure applied to one side of said valve, and said valve also arranged to close said pipe when an excessive pressure is applied to the opposite side of said valve, and the latter also adapted to be automatically opened and closed to maintain a balance of pressure be-` tween the train-pipe and the said reservoir, substantially as specified. f

. 4. In an air-brake, an auxiliary reservoir, a train-pipe, means for supplying air to the train-pipe, a pipe connecting the train-pipe triple valve, a second pipe connecting the train-pipe to the auxiliary reservoir, a Valvecasing carried by said pipe, a partition having an opening within the valve-casing, the Valve 19 and the stem of valve 19 operating through said opening and adapted to' be automatically opened and closed to maintain a `balance of pressure between the train-pipe and the auxiliary reservoir, substantially as specified.

\ In testimony` whereof I affix my signature in presence of two Witnesses.

BENJAMIN W. SMITH. Witnesses:

G. R. SWEARINGEN, PHILIP DREsoHER. 

